JP2001329917A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress torque fluctuation of an engine caused by evaporated fuel by a motor while speedily estimating a purged quantity of the evaporated fuel. SOLUTION: If a purge control valve is set so as to fully open for a designated period of time T1 by preparing a condition to estimate the purged quantity of evaporated fuel, the purged quantity of the evaporated fuel increases to fluctuate the output torque of the engine 1, and a vehicle speed increases for instance. At this time, a motor 2 is controlled so that its motor torque TM is fed back so as to offset the fluctuation of engine torque TE. The purged quantity of the evaporated fuel is highly accurately estimated as an integral value PEV by integrating the fed back values of the motor torque TM in that period of time T1.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to a control device for a vehicle.

[0002]

2. Description of the Related Art In a hybrid vehicle, an engine load at the time of purging evaporative fuel is set to be smaller than an engine load at the time of charging a battery.
Japanese Patent Application Laid-Open No. Hei 11-44237), and in a lean burn engine, when it is determined that fuel vapor has accumulated during lean operation, the purge is performed by operating at a stoichiometric air-fuel ratio every predetermined period. Gazette) has been proposed.

[0003]

However, when the engine is accelerated or restarted, there is a problem that the fuel vapor cannot be estimated because the air-fuel ratio fluctuates.

The present invention has been made in view of the above circumstances, and an object of the present invention is to control a vehicle capable of quickly estimating the amount of purged fuel vapor while suppressing the torque fluctuation of the engine due to the purged fuel vapor by a motor. It is to provide a device.

It is another object of the present invention to provide a control device for a vehicle which can suppress a torque fluctuation of an engine due to purged fuel vapor by a motor.

[0006]

Means for Solving the Problems To solve the above problems and achieve the object, a vehicle control device of the present invention has the following arrangement. That is, an engine and / or a motor for driving wheels, setting means for setting an output required value of the engine and an output required value of the motor in accordance with an output required value of the vehicle, and an output required value of the motor. Motor control means for controlling the motor output, combustion control means for controlling the combustion of the air-fuel mixture in the combustion chamber of the engine according to the required output value of the engine, and communication between the fuel tank and the intake passage of the engine via a barge valve A steam fuel path to be supplied, and during the control by the combustion control means, in order to supply the fuel vapor in the fuel tank to the intake passage in accordance with an operation state of the vehicle.
A control device for a vehicle, comprising: a purge control unit for controlling an opening degree of the purge valve, wherein when the control by the combustion control unit and the opening control of the purge valve are simultaneously performed during running of the vehicle, Correction means for correcting the required output value of the motor so that the output-related value of the vehicle substantially converges to the required output value of the vehicle, and based on a difference between the actual output-related value and the required output value of the vehicle, Estimating means for estimating the amount of fuel vapor.

Preferably, the estimating means corrects the estimated amount of fuel vapor in accordance with the intake negative pressure of the engine.

Preferably, the estimating means corrects the estimated amount of fuel vapor in accordance with the air-fuel ratio of the air-fuel mixture.

Further, the vehicle control device of the present invention sets an engine and / or a motor for driving wheels and an output required value of the engine and an output required value of the motor according to a required output value of the vehicle. Setting means to perform, motor control means for controlling the motor output according to the output required value of the motor,
Combustion control means for controlling the combustion of the air-fuel mixture in the combustion chamber of the engine according to the required output value of the engine; a steam fuel path for communicating a fuel tank with an intake passage of the engine via a barge valve; And a purge control means for controlling an opening degree of the purge valve so as to supply the fuel vapor in the fuel tank to the intake passage in accordance with an operation state of the vehicle during the control by the vehicle. hand,
While the vehicle is running, when the control by the combustion control means and the opening control of the purge valve are simultaneously performed, the output required value of the motor is set so that the actual output related value substantially converges to the output required value of the vehicle. Is provided.

[0010]

As described above, according to the first aspect of the present invention, when the combustion control and the opening control of the purge valve are simultaneously performed during running of the vehicle, the actual output-related value becomes the output of the vehicle. The motor output demand value is corrected so as to substantially converge to the demand value, and the amount of evaporated fuel is estimated based on the difference between the actual output-related value and the vehicle output demand value. Thus, the amount of purged fuel vapor can be quickly estimated while suppressing the torque fluctuation of the motor by the motor.

According to the second aspect of the present invention, the error due to the intake negative pressure can be suppressed by correcting the estimated amount of fuel vapor in accordance with the intake negative pressure of the engine, and the estimation accuracy can be improved.

According to the third aspect of the invention, by correcting the estimated fuel vapor amount in accordance with the air-fuel ratio of the air-fuel mixture, errors due to the air-fuel ratio can be suppressed, and the estimation accuracy can be improved.

According to the fourth aspect of the invention, when the combustion control and the purge valve opening control are simultaneously performed during running of the vehicle, the actual output-related value substantially converges to the required output value of the vehicle. By correcting the required output value of the motor, it is possible to suppress the torque fluctuation of the engine due to the purged fuel vapor.

[0014]

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. [Mechanical Configuration of Hybrid Vehicle] FIG. 1 is a block diagram showing the mechanical configuration of the hybrid vehicle of the present embodiment.

As shown in FIG. 1, the hybrid vehicle according to the present embodiment includes an engine 1 for driving left and right wheels (front wheels or rear wheels) 7 and 8 via an automatic transmission 3 and a clutch 4.
And a motor 2 which is provided so as to be able to be fastened in the middle of an output transmission path from the engine 1 via the motor 1 and which applies a driving force in an auxiliary manner.

The motor 2 is driven by the electric power of the battery 5 via the inverter 6, and at the time of deceleration and braking, the wheels 7, 8 act as a generator to drive the motor 2 to generate regenerative electric power. I do.

The wheels 7 and 8 are mainly driven by the engine 1, and a driving force is applied from the motor 2 by engaging the clutch 4. The clutch 4 includes a friction element driven by an actuator and a planetary gear train.

The engine 1 is a direct-injection gasoline engine or a fuel-efficient type that delays the closing timing of an intake valve as a main power source. The motor 2 is an auxiliary power source, for example, an IPM synchronous motor having a maximum output of 20 kW. The battery 3 is equipped with, for example, a nickel hydrogen battery having a maximum output of 20 kW.

The main controller 10 includes a CPU, an RO
M, RAM, an interface circuit, an inverter circuit, and the like, and controls the opening degree, ignition timing, fuel injection amount, and the like of the throttle valve, EGR valve, and swirl valve of the engine 1 and the output torque MT and the rotation speed NM of the motor 2. And the like are controlled so as to absorb the torque fluctuation of the engine 1 and the shift shock of the automatic transmission 7. Also, the main controller 10
Controls the battery 3 to charge the electric power generated by the motor 2 during the operation of the engine 1. [Detailed Configuration of Engine] FIG. 2 is a schematic diagram of the direct injection gasoline engine of the present embodiment.

As shown in FIG. 2, the engine 1 has a cylinder 12, and a piston 14 is mounted on the cylinder 12, and a combustion chamber 16 is formed above the piston 14. Combustion chamber 16
, An intake port and an exhaust port, each of which is branched into two, are formed. The intake port is opened and closed by an intake valve 17, and the exhaust port is opened and closed by an exhaust valve 18.

An ignition plug 20 is disposed above the combustion chamber 16 such that a front end spark portion faces the combustion chamber 16. Further, a fuel injection valve 22 is provided on a side of the combustion chamber 16, and fuel is directly injected into the combustion chamber 16 from the fuel injection valve 22. In the fuel injection mode, fuel is injected into the upper surface of the piston to rebound the spark plug.

The fuel injection valve 22 has a built-in needle valve and solenoid (not shown), and a pulse signal is applied to the solenoid to inject fuel in an amount corresponding to the pulse width.

An intake port 24 is connected to the intake port, and an air cleaner 25, an air flow sensor 26, a throttle valve 28, and a surge tank 30 are provided in this order from the upstream side.

The throttle valve 28 is operated by an electric actuator such as a step motor so that the amount of intake air can be controlled.

The intake passage on the downstream side of the surge tank 30 branches into two corresponding to the intake port, and a swirl valve 32 is provided in one of the branch passages.

The swirl valve 32 opens and closes the one of the branch passages, and is closed at least in a stratified combustion region of the engine in a fully closed state or a state close to the fully closed state.
A swirl is generated in 6.

An exhaust passage 34 is connected to the exhaust port, and a catalyst 35 having a three-way function and a lean NOx catalyst 36 for adsorbing NOx in the stratified combustion region are disposed in the exhaust passage 34. The exhaust passage 16 is provided with a λO ₂ sensor 15 for detecting the air-fuel ratio in the exhaust gas.

The catalyst 35 having a three-way function includes HC, CO,
Purify NOx. When performing the stratified combustion with the air-fuel ratio in the lean region of λ> 1 after the warm-up, the lean NOx catalyst 36 has an air-fuel ratio λ> 1 leaner than the stoichiometric air-fuel ratio λ = 1 (the oxygen concentration in the exhaust gas is (2% or more) is continued for several minutes to adsorb NOx. Also, lean NO
The x catalyst 36 exhibits a three-way function near the stoichiometric air-fuel ratio λ = 1, and provides an air-fuel ratio near λ = 1 or richer than λ = 1 (when the oxygen concentration is 1% or less, HC and CO are supplied. NOx adsorbed when (state) continues for several seconds
To react with HC and CO.

Further, between the exhaust passage 34 and the intake passage 24, an EGR passage 4 for returning a negative portion of the exhaust gas to the intake system.
The EGR passage 43 can be opened and closed by an EGR valve 44.

The intake valve 24 has a throttle valve 2
A bypass passage 50 for bypassing the bypass passage 8 is provided, and a bypass valve 52 is provided in the bypass passage 50 to open and close the bypass passage 50, so that the amount of intake air can be controlled.

Further, in addition to the λO ₂ sensor (or linear O ₂ sensor) 15 and the air flow sensor 26, the engine 1 has an engine speed sensor 37, a throttle valve opening sensor 38, a brake pedal switch 39, a parking brake. A switch 40, a shift range sensor 41, and an accelerator pedal switch 42 are provided, and detection signals of the sensors and switches are output to the main controller 10.

The engine 1 is provided with a canister 61 filled with an adsorbent (for example, activated carbon) for collecting (adsorbing) the evaporated fuel (gasoline vapor) in the fuel tank 60.

The canister 61 has a fuel tank 6 at the tip.
The space 6 of the fuel tank 60 communicates with the space 60a
A relief passage 62 for relieving air (purge gas) containing evaporative fuel staying in Oa to the canister 61, an atmosphere opening passage 63 whose tip is open to the atmosphere, and a purge passage 64 are connected. Note that the end of the atmosphere opening passage 63 may be connected to the upstream side of the throttle valve 28. Also, instead of filling the canister 61 with an adsorbent,
A material for collecting the evaporated fuel may be filled by using a phenomenon other than adsorption (for example, absorption, reaction, or the like) (however, a material that can be purged with air).

The purge passage 64 is provided with a duty solenoid type purge control valve 65 which can be arbitrarily opened and closed, and the limit of the purge control valve 65 is duty-controlled by the main controller 10. It has become. The purge control valve 65 is controlled to open and close in accordance with the drive duty ratio applied from the main controller 10. For example, when the drive duty ratio is 0, it is fully closed, when the drive duty ratio is 100%, it is fully opened. The greater the ratio, the greater the degree of valve opening.

When the purge control valve 65 is fully closed (drive duty ratio 0), the air in the fuel tank 60 is relieved into the canister 61 through the relief passage 62 and then into the atmosphere through the atmosphere opening passage 63. Although discharged, the evaporated fuel contained in the air is collected by the adsorbent when passing through the adsorbent layer in the canister 61 and is not discharged into the atmosphere.

On the other hand, when the purge control valve 65 is open, the air in the atmosphere is first sucked into the canister 61 through the atmosphere opening passage 63 and passes through the adsorbent layer due to the negative pressure in the intake passage 24. Rear purge passage 6
From 4, the combustion chamber 16 is purged via the surge tank 30.

Further, the flow rate of the air to be purged (hereinafter, referred to as purge air amount) changes according to the degree of opening of the purge control valve 65 (ie, the drive duty ratio). At that time, a part of the evaporated fuel collected by the adsorbent in the canister 61 is separated from the adsorbent, and is purged into the combustion chamber 16 through the intake passage 24 together with the purge air.
Hereinafter, the flow rate of the evaporated fuel purged from the intake passage 24 into the combustion chamber 16 is referred to as “evaporated fuel purge amount”.

Next, referring to the basic operation mode of FIG.
Control of the engine 1, the motor 2, and the automatic transmission 3 in the main state will be described. [During steady running] The output required torque TR of the vehicle is equal to a predetermined threshold T.
If the state is larger than ref (TR ≧ Tref), the clutch 4
And the engine 1 and the motor 2 are driven by the engine torque TE and the motor torque TM according to the output required torque TR.
Is output. The automatic transmission 3 is set to the forward traveling range. The engine torque TE and the motor torque TM are set to larger values as the required output torque TR increases.

The output required torque TR is set to a predetermined threshold value Tre.
If it is smaller than f (T <Tref), the clutch 4 is engaged, but the motor 2 does not output the driving torque TM, and the engine 1 outputs the driving torque TE according to the output request torque TR. The automatic transmission 3 is set to the forward traveling range. [At idle stop] When the brake pedal switch 39 or the parking brake switch 40 is on and the shift range sensor 41 indicates the forward running range, it is determined that the engine is at idle stop, and the clutch 4 is engaged but the engine 1 And the motor 2 is stopped.
The automatic transmission 3 is set to the forward traveling range. Further, when the brake pedal switch 39 or the parking brake switch 40 is turned off in the forward traveling range, the idling operation of the engine 1 is restarted. [Stopping] When the brake pedal switch 39 or the parking brake switch 40 is off and the shift range sensor 41 indicates the neutral range or the parking range, it is determined that the vehicle is at a stop, the clutch 4 is released, and the engine 1 and the motor 2 are turned off. Stopped. [When the charged amount of the battery 5 is small or abnormal] When the charged amount of the battery 5 is small or when the battery 5 is abnormal (TR> 0) while the vehicle is running, the clutch 4 is connected to the engine 1 and the motor 2. On the other hand, the wheels are connected to the engine 1 and the motor 2 so as to be released, the engine 1 outputs a driving torque TE according to the output required torque TR, and the motor 2 is driven by the engine 1 as a generator. Battery 3
Charge. [Electrical Configuration of Hybrid Vehicle] FIG. 4 is a block diagram showing the electrical configuration of the hybrid vehicle of the present embodiment.

As shown in FIG. 4, the main controller 1
2, the vehicle speed sensor 55 for detecting the vehicle speed V, the remaining charge sensor 56 for detecting the remaining charge SC of the battery 5, and the temperature of the hydraulic oil of the automatic transmission 3 are set to 0 in addition to the sensors and switches shown in FIG. A detection signal is input from an oil temperature sensor or the like, and data on an operating state of the vehicle, a vehicle speed V, an engine speed NE, a voltage, a gasoline remaining amount, a storage remaining amount SC of the battery 5, a shift from the detection signals of the various sensors are input. The range, the power supply system, and the like are displayed on a display 57 such as an LCD.

Further, main controller 10 integrally controls the engine 1 and the motor 2, .lamda.o ₂ sensor 15
(Or a linear O ₂ sensor), the O ₂ concentration in the exhaust gas detected by the throttle valve opening sensor 38
The opening degree of the throttle valve detected by the engine, the intake air amount detected by the air flow sensor 26, the engine speed detected by the engine speed sensor 37, the idle signal output from the idle switch, and the like are used as control information. Various controls and estimation of the amount of evaporated fuel collected by the canister 61 are performed.

The main controller 10 controls the current engine 1 based on the detection signals of the various sensors and switches.
It is determined which of the operation regions shown in FIG. Each operating region is defined based on the engine speed NE and the engine torque TE (engine load).

In FIG. 9, a region A is a low-medium-speed low-load operation region in which the fuel injection amount is small, and in the stratified combustion operation, that is, as shown in FIG. (BTDC) 90 ° to 30 °), the entire combustion chamber 16 is relatively and locally compared with other regions only in the vicinity of the spark plug 20 while keeping the fuel in a lean state. A stratified combustion operation is performed in which the fuel is made rich and ignited.

The region B is a region where the rotation speed and the load are higher than the region A, and the stoichiometric air-fuel ratio (λ = 1, A /
F = 14.7) and the region where uniform combustion is performed. That is, in the region B, as shown in FIG. 11, the fuel is injected in the first half of the injection stroke from the intake stroke to the first half of the compression stroke, and the fuel is injected in the second half of the compression stroke (for example, 90 ° to 30 ° before the compression top dead center (BTDC)). The fuel is divided into at least two of the latter injections for injecting the fuel, so that the ignition plug 20
Is set based on the engine speed NE and the intake air amount Q so that the fuel becomes relatively and locally richer only in the vicinity of the other regions than in other regions.

The region C is a region where the rotation speed and the load are higher than the region B, and the air-fuel ratio is rich (λ <1, A / F = 14.7).
~ 13.0) combustion operation, and as shown in FIG.
This is a region in which fuel is injected at a time from the intake stroke to the first half of the compression stroke.

The region D is a region where the rotation speed and the load are higher than the region C, and the air-fuel ratio is rich (λ <1, A / F = 12.
As shown in FIG. 12, this is a region where fuel is injected in a batch from the intake stroke to the first half of the compression stroke.

The general control of the engine 1 is well known, and the general control is not the gist of the present invention, so the description thereof is omitted, and the following description relates to the gist of the present invention. The air-fuel ratio control (fuel injection amount control), the estimation of the amount of evaporated fuel, and the control of the purge control valve will be described.

The gist of the present invention will be described with reference to a timing chart shown in FIG. 19. For example, a condition for estimating the amount of purged fuel vapor is satisfied (when the engine water temperature is equal to or higher than a predetermined temperature and the accelerator opening degree, Depending on the vehicle speed and the gear stage being substantially constant and during the stratified combustion operation), the purge control valve 65
Is set to be fully open for a predetermined period T1 (PG = PG
1) The amount of evaporated fuel to be purged increases and the output torque of the engine 1 fluctuates, for example, the vehicle speed V increases.

At this time, the motor 2 outputs the engine torque T
The motor torque TM is feedback-controlled so that the fluctuation of E is canceled out and the vehicle speed V becomes substantially constant. Then, by integrating the feedback value of the motor torque TM during the period T1, the purged evaporated fuel is integrated with the integrated value PE.
V can be estimated with high accuracy. Further, the opening degree PG of the purge control valve 65 is corrected based on the estimated fuel vapor amount (integrated value PEV) (PG = PBASE + P
C) The torque fluctuation is suppressed in the engine control after the period T1.

Hereinafter, a second embodiment of the present invention will be described with reference to a flowchart. [Overall Control of First Embodiment] FIGS. 5 and 6 are flowcharts showing overall control of the hybrid vehicle of the first embodiment.

As shown in FIG. 5, the control program is executed at predetermined time intervals, and in step S1, data is input from the sensors and switches shown in FIGS. 2 and 4.

In step S3, the required output torque TR of the vehicle is set from the relationship between the vehicle speed V (or the engine speed NE) and the accelerator opening α in FIG.

In step S5, an engine torque TE and a motor torque TM are set according to the basic operation mode of FIG. 3 based on the required output torque TR of the vehicle.

In step S7, it is determined whether a condition for estimating the amount of purged fuel vapor has been satisfied. The conditions for estimating the amount of fuel vapor are as follows: the engine water temperature is equal to or higher than a predetermined temperature, and the accelerator opening, the vehicle speed, and the gear position are substantially constant.
Also, it is established during the stratified combustion operation.

If the condition for estimating the amount of evaporated fuel is satisfied in step S7 (YES in step S7), step S9 is performed.
If not (NO in step S7), the process proceeds to step S17 without estimating the amount of evaporated fuel.

In step S9, it is determined whether the condition for estimating the amount of fuel vapor has just been satisfied or not.
ES), the process proceeds to step S11. If the condition has already been satisfied (NO in step S9), the process proceeds to step S13.

In step S11, the vehicle speed V immediately after the condition for estimating the fuel vapor amount is satisfied is set as the reference vehicle speed Vref. Then, the purge control valve 65 is set to fully open.

In step S13, the counter T is incremented. In step S15, the counter T is set to a predetermined time T1.
Has elapsed (YES in step S15), the evaporative fuel estimation period has ended, and the process advances to step S17. If the predetermined period T1 has not elapsed (NO in step S15), step S19 in FIG. Proceed to. The predetermined period T1 is set to a period in which the torque fluctuation of the engine 1 by the motor 2 is not suppressed for a long time.
Power reserves.

In step S17, a timer T, a reference vehicle speed Vref, a vehicle speed change amount ΔV, an integrated value PEV, and a feedback value TMC described later are reset.

In steps S19 and S21, the engine torque TE and the motor torque TM are set based on the required output torque TR of the vehicle, and the routine returns.

In step S23 of FIG. 6, the vehicle speed change amount ΔV is calculated by subtracting the reference vehicle speed Vref from the current vehicle speed V during the period T1.

In step S25, it is determined whether the vehicle speed variation ΔV exceeds a predetermined value ΔV0. If it exceeds the predetermined value ΔV0 in step S25 (Y in step S25)
ES), the process proceeds to a step S27, and if it does not exceed the predetermined value ΔV0 (NO in the step S25), the vehicle speed variation Δ
Since the degree of change of V is not large enough to estimate and calculate the fuel vapor, the process proceeds to step S19 without estimating the fuel vapor. Note that the predetermined value ΔV0 is set to a small value so that the occupant cannot experience the vehicle speed change amount ΔV, so that the occupant does not return the accelerator pedal due to the change in vehicle speed.

In step S27, a feedback value TMC of the motor torque TM is calculated so as to cancel the fluctuation (increase) of the engine torque TE due to the purged fuel vapor. This feedback value TMC is calculated by adding the proportional term P, the integral term I, and the derivative term D of the vehicle speed change amount ΔV from the following equation 1.

TMC = P · ΔV + I · ∫ΔV + D · d / dt · ΔV (1) In step S29, the feedback value TMC is subtracted from the motor torque TM, and the motor torque TM is changed (increased) by the engine torque TE. Decrease.

At step S31, during the period T1, the feedback fuel value TMC of the motor torque TM is integrated to estimate the purged fuel vapor amount as the integrated value PEV. Thereafter, the process proceeds to step S19. [Engine Control] FIG. 7 is a flowchart showing details of engine control.

As shown in FIG. 7, this control program is executed at every predetermined crank angle, and in step S41, data is inputted from the sensors and switches shown in FIGS.

In step S43, the throttle valve opening T is obtained from the map showing the relationship with the engine torque TE in FIG.
Set V.

In step S45, the throttle valve 2 is set in accordance with the throttle valve opening TV set in step S43.
8 is driven.

In step S47, a basic fuel injection amount FnBASE is set from a map showing the relationship between the engine speed NE and the engine torque TE in FIG. The basic fuel injection amount FnBASE is set to prevent a deviation of the air-fuel ratio due to an estimation error of the amount of evaporated fuel.

In step S49, the basic fuel injection amount Fn
BASE is set as the total fuel injection amount Fn. Here, in order to optimize the air-fuel ratio, the integrated value P of the evaporated fuel amount is calculated.
The correction may be made so that the basic fuel injection amount FnBASE is reduced as the EV becomes larger.

At step S51, the total fuel injection amount Fn is divided into two equal parts to divide the fuel injection amount FnL and the fuel injection amount Fn.
nT, and a first-stage injection timing InL corresponding to the first-stage injection amount FnL and a second-stage injection timing InT corresponding to the second-stage injection amount FnT are set.

In step S53, the ignition timing θig is set from the map shown in FIG.

In step S55, fuel is injected with the first injection amount FnL and the first injection time InL and the second injection amount FnT and the second injection timing InT set in step S51. In step S57, the ignition timing set in step S53 is set. The ignition is executed at θig. After a while, return. [Control of Purge Control Valve] FIG. 8 is a flowchart showing details of control of the purge control valve.

As shown in FIG. 8, in step S61,
Data is input from the sensors and switches shown in FIGS.

In step S63, the basic purge control valve opening PBASE is set from the map shown in FIG. 15 showing the relationship with the air-fuel ratio.

In step S65, it is determined whether a condition for estimating the amount of purged fuel vapor has been satisfied.
The condition for estimating the fuel vapor amount is satisfied when the engine water temperature is equal to or higher than a predetermined temperature, the accelerator opening, the vehicle speed, and the gear position are substantially constant, and the stratified combustion operation is being performed.

If the condition for estimating the amount of evaporated fuel is satisfied in step S65 (YES in step S65), the flow advances to step S67. If the condition is not satisfied (N in step S65).
O), and proceed to step S79.

In step S67, it is determined whether the timer T is counting. If the timer T is counting (step S67).
If YES in step S67, the process proceeds to step S69, and if the count of the timer T is completed (N in step S67).
O), and proceed to step S73.

In step S69, the purge control valve opening P
G is set to the fully open value PG1. Note that the purge control valve opening PG may be set so as not to exceed the upper limit value PC1 to achieve control stability. That is, in a situation where the misfire is likely to occur when the air-fuel ratio is 50 or more, the misfire can be prevented if the purge control valve is not fully opened but is slightly opened.

In step S71, the purge control valve opening P
The purge control valve 65 is driven based on G.

On the other hand, in step S73, it is determined whether the counting of the timer T has ended, that is, whether the estimation of the amount of evaporated fuel has just finished, and if it has just ended (YES in step S73),
The process proceeds to step S75, and if not immediately after the end (NO in step S73), the process proceeds to step S79.

In step S75, a correction value PC of the purge control valve opening PG is set from a map showing the relationship with the integrated value PEV estimated as the fuel vapor amount as shown in FIG. As shown in FIG. 16, the correction value PC is set so as not to exceed the upper limit value PC1, thereby achieving control stability.

In step S77, the correction value PC is added to the basic purge control valve opening PBASE to obtain a purge control valve opening PBASE.
Calculate G. The purge control valve opening PG may also be set so as not to exceed the upper limit value to achieve control stability.

Further, in step S79, the latest correction value PC is read. In step S81, the correction value PC is corrected such that the leaner the air-fuel ratio, the smaller the correction value PC, as in the map showing the relationship with the air-fuel ratio in FIG. Thereby, an error due to the air-fuel ratio can be suppressed, and the estimation accuracy can be improved.

In step S83, the correction value PC is added to the basic purge control valve opening PBASE to obtain the purge control valve opening PBASE.
Calculate G. Thereafter, the process proceeds to step S71.

In steps S77 and S83, the opening degree PG of the purge control valve 65 is corrected based on the estimated fuel vapor amount (integrated value PEV) (PG = PBASE +
PC), the torque fluctuation can be suppressed in the engine control after the estimation period T1 of the evaporated fuel amount.

The correction value PC is corrected so that the correction value PC becomes smaller as the intake air pressure of the engine becomes larger (the pressure becomes more negative) as shown in a map showing the relationship with the intake air pressure in FIG. Is also good. As a result, errors due to intake negative pressure can be suppressed, and estimation accuracy can be improved.

As described above, according to the first embodiment, the amount of the evaporated fuel purged from the feedback value TMC of the motor torque TM is quickly reduced while suppressing the engine torque fluctuation due to the purged evaporated fuel by the motor. Can be estimated. [Overall Control of Second Embodiment] The estimation calculation of the purged fuel vapor amount according to the second embodiment will be described with reference to the timing chart of FIG. The torque variation ΔTd of the motor 2 is calculated from the output current variation ΔA of the motor 2 caused by the variation of the output torque, and during the period T1, the torque variation ΔTd of the motor 2 is integrated to purge the motor 2. The fuel vapor amount can be estimated with high accuracy as the integrated value PEV. Further, the opening degree PG of the purge control valve 65 is corrected based on the estimated evaporated fuel amount (integrated value PEV) (PG = PBASE + PC) to suppress torque fluctuation in engine control after the period T1.

Hereinafter, a second embodiment of the present invention will be described with reference to a flowchart.

FIG. 20 is a flowchart showing the overall control of the hybrid vehicle according to the second embodiment.

As shown in FIG. 20, the present control program is executed at predetermined time intervals, and in step T1, data is input from the sensors and switches shown in FIGS.

In step T3, the required output torque TR of the vehicle is set from the relationship between the vehicle speed V (or the engine speed NE) and the accelerator opening α in FIG.

In step T5, the engine torque TE and the motor torque TM are set in accordance with the basic operation mode of FIG. 3 based on the required output torque TR of the vehicle.

In step T7, it is determined whether or not a condition for estimating the purged fuel vapor amount has been satisfied. The conditions for estimating the amount of fuel vapor are as follows: the engine water temperature is equal to or higher than a predetermined temperature, and the accelerator opening, the vehicle speed, and the gear position are substantially constant
Also, it is established during the stratified combustion operation.

If the condition for estimating the amount of fuel vapor has been satisfied in step T7 (YES in step T7), the process proceeds to step T9.
If not (NO in step T7), the process proceeds to step T13 without estimating the amount of fuel vapor.

In step T9, the counter T is incremented. If the counter T has passed the predetermined period T1 in step T11 (YES in step T11), the estimating period of the evaporated fuel has ended, so the process proceeds to step T13, and the process proceeds to step T13. Has not elapsed (N in step T11).
O), and proceed to step T19. The predetermined period T1 is set to a period in which the torque fluctuation of the engine 1 by the motor 2 is not suppressed for a long period of time, and the charged amount of the battery 5 is secured.

In step T13, the timer T and the integrated value P
Reset EV.

In steps T15 and T17, the engine torque TE and the motor torque TM are set based on the required output torque TR of the vehicle, and the routine returns.

In step T19, the torque change amount ΔTd of the motor 2 is calculated from the output current change amount ΔA of the motor 2 in the period T1. Output current change ΔA of motor 2
(Voltage change may be detected) is detected at the position a1 or a2 in the motor drive circuit shown in FIG.
From the map showing the relationship with the output current change ΔA, the torque change ΔTd of the motor 2 is calculated.

In step T21, the torque change ΔTd
Is greater than a predetermined value ΔTd0. Step T
If the value exceeds the predetermined value ΔTd0 in step 21 (step T
21), the process proceeds to step T23, and the predetermined value ΔTd
If it does not exceed 0 (NO in step T21), the degree of change in the torque change amount ΔV is not large enough to estimate and calculate the evaporated fuel, so that the estimation of the evaporated fuel is not performed, and the process proceeds to step T15.

In step T23, the torque variation .DELTA.Td is subtracted from the motor torque TM to obtain the engine torque TE.
The motor torque TM is reduced by the amount of change (increase).

In step T25, during the period T1, the torque variation ΔTd of the motor 2 is integrated to obtain
The purged fuel vapor amount is estimated as the integrated value PEV. Thereafter, the process proceeds to step T25.

As described above, according to the second embodiment, the fluctuation of the engine torque due to the purged evaporated fuel is suppressed by the motor, and the amount of the evaporated fuel purged from the torque change ΔTd of the motor 2 is quickly reduced. Can be estimated.

The present invention can be applied to a modification or a modification of the above embodiment without departing from the gist of the invention.

This embodiment is applicable not only to a direct injection gasoline engine but also to a direct injection diesel engine.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a mechanical configuration of a hybrid vehicle according to an embodiment.

FIG. 2 is a diagram showing an engine mounted on the hybrid vehicle.

FIG. 3 is a diagram illustrating control of an engine, a motor, and an automatic transmission in a main state of the hybrid vehicle.

FIG. 4 is a block diagram showing an electrical configuration of the hybrid vehicle according to the embodiment.

FIG. 5 is a flowchart illustrating overall control of the hybrid vehicle according to the first embodiment.

FIG. 6 is a flowchart illustrating overall control of the hybrid vehicle according to the first embodiment.

FIG. 7 is a flowchart showing details of engine control.

FIG. 8 is a flowchart showing details of control of a purge control valve.

FIG. 9 is a diagram showing an operation region map of the engine of the embodiment.

FIG. 10 is a diagram showing a fuel injection mode in a stratified combustion region.

FIG. 11 is a diagram showing a fuel injection mode in a uniform combustion region.

FIG. 12 is a diagram showing a fuel injection mode in a rich region.

FIG. 13 is a diagram in which a relationship among a vehicle speed, an accelerator opening, and an output required torque of the vehicle is mapped.

FIG. 14 is a diagram in which the relationship between engine torque and throttle valve opening is mapped.

FIG. 15 is a diagram in which a relationship between an air-fuel ratio and a purge control valve opening degree is mapped.

FIG. 16 is a diagram in which the relationship between the integrated value of the evaporated fuel amount and the correction value of the purge control valve opening is mapped.

FIG. 17 is a diagram in which the relationship between the air-fuel ratio and the correction value of the purge control valve opening is mapped.

FIG. 18 is a diagram in which the relationship between the intake negative pressure and the correction value of the purge control valve opening is mapped.

FIG. 19 is a time chart showing the correlation among the vehicle speed, the opening degree of the purge control valve, the actual amount of evaporated fuel, the motor torque, and the integrated value of the amount of evaporated fuel in the first embodiment.

FIG. 20 is a flowchart illustrating overall control of the hybrid vehicle according to the second embodiment.

FIG. 21 is a diagram showing a motor drive circuit.

FIG. 22 is a diagram showing a relationship between a motor output current change amount and a torque change amount in a map form.

FIG. 23 is a time chart illustrating a correlation among a vehicle speed, a torque change amount of a motor, and an integrated value of an evaporative fuel amount according to the second embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Motor 3 Automatic transmission 4 Clutch 5 Battery 6 Inverter

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI theme coat ゛ (Reference) F02D 29/06 F02D 41/02 301J 41/02 301 41/14 330A 41/14 330 45/00 364K 45 / 00 364 B60K 9/00 E (72) Inventor Akihiro Kobayashi 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda F-term (reference) FA03 FA05 FA07 FA10 FA11 FA26 FA33 3G093 AA05 AA07 BA02 DA01 DA05 DA06 DB05 DB11 DB21 EA05 EA09 EB09 EC02 3G301 HA01 HA04 HA06 HA08 HA16 HA19 JA04 KA06 KA09 LB03 MA11 MA26 ND02 PA11Z PE01Z PE08Z07PG04 PU07Z01 QN12 QN23 QN24 RB08 RE05 SE04 SE05 TB01 TE02 TE03 TE08 TI02 TO05 TO21 TO23

Claims (4)

[Claims] 1. An engine and / or a motor for driving wheels, setting means for setting a required output value of the engine and a required output value of the motor according to a required output value of a vehicle, and an output of the motor. A motor control means for controlling a motor output according to a required value; a combustion control means for controlling combustion of an air-fuel mixture in a combustion chamber of the engine according to the required output value of the engine; Controlling the opening degree of the purge valve so as to supply the fuel vapor in the fuel tank to the intake passage in accordance with an operation state of the vehicle during the control by the combustion control means. A purging control means for controlling the combustion control means and the purge valve opening control at the same time during running of the vehicle. Correction means for correcting the required output value of the motor so that the actual output-related value substantially converges to the required output value of the vehicle; and based on a difference between the actual required output value and the required output value of the vehicle. And an estimating means for estimating the amount of evaporated fuel. 2. The control device according to claim 1, wherein the estimating means corrects the estimated amount of fuel vapor in accordance with the intake negative pressure of the engine. 3. The control device for a vehicle according to claim 1, wherein said estimating means corrects the estimated fuel vapor amount according to an air-fuel ratio of the air-fuel mixture. 4. An engine and / or a motor for driving wheels, setting means for setting a required engine output value and a required motor output value according to a required vehicle output value, and an output of the motor. A motor control means for controlling a motor output according to a required value; a combustion control means for controlling combustion of an air-fuel mixture in a combustion chamber of the engine according to the required output value of the engine; Controlling the opening degree of the purge valve so as to supply the fuel vapor in the fuel tank to the intake passage in accordance with an operation state of the vehicle during the control by the combustion control means. A purging control means for controlling the combustion control means and the purge valve opening control at the same time during running of the vehicle. A control unit for correcting the motor output required value such that an actual output related value substantially converges to the vehicle output required value.